Train door opening determination method and on-board controller

ABSTRACT

A train door opening determination method includes obtaining a stop threshold, obtaining a cumulative ranging error, and instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and benefits of Chinese Patent Application No. 201911203490.4, entitled “TRAIN DOOR OPENING DETERMINATION METHOD AND ON-BOARD CONTROLLER” and filed on Nov. 29, 2019. The entire content of the above-referenced application is incorporated herein by reference.

FIELD

The present disclosure relates to the field of rail transit, and more specifically, to a train door opening determination method and an on-board controller.

BACKGROUND

When a train is automatically operated in a train control mode, whether the train accurately stops needs to be determined before train doors are opened. Generally, whether the train accurately stops is determined theoretically. In some special cases, for example, in a case that a pull-in transponder of the train is lost, it is theoretically determined that the train stops accurately, but in practice, there is a relatively large deviation between an actual stop position and a theoretical stop position of the train. In this case, if it is determined that the train accurately stops based on a theoretical determination manner and therefore the train doors are opened, train safety accidents are likely to occur.

SUMMARY

The present disclosure is intended to resolve at least one of the technical problems existing in the related art. In view of this, the present disclosure provides a train door opening determination method and an on-board controller. In the train door opening determination method, both a stop threshold and a cumulative ranging error are used as determination criteria, to avoid a relatively large deviation between an actual stop position and a theoretical stop position due to loss of a pull-in transponder, and prevent train doors from being opened at an inappropriate position to cause safety accidents.

To achieve the foregoing objectives, according to a first aspect, the present disclosure provides a train door opening determination method, including: obtaining a stop threshold; obtaining a cumulative ranging error; and instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.

Therefore, according to the train door opening determination method provided in an embodiment of the first aspect of the present disclosure, both the stop threshold and the cumulative ranging error are used as determination criteria, so that the train doors are prevented from being opened at an inappropriate position to cause safety accidents.

According to a second aspect, the present disclosure provides an on-board controller, including: an obtaining module, configured to obtain a stop threshold and a cumulative ranging error; and an instruction module, configured to instruct, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.

Through cooperation between modules, the on-board controller provided in this embodiment of the present disclosure determines opening or closing of the train doors, so that the train doors are prevented from being opened at an inappropriate position to cause safety accidents.

According to a third aspect, an embodiment of the present disclosure provides a controller, including a memory, a processor, a receiver, a transmitter, and a computer program stored in the memory and executable on the processor. The processor, when executing the computer program, implements the train door opening determination method described in this embodiment of the first aspect of the present disclosure.

When the computer program stored in the controller provided in this embodiment of the present disclosure is executed by the processor, the train doors are prevented from being opened at an inappropriate position to cause safety accidents. According to a fourth aspect, the present disclosure provides a computer-readable storage medium storing a computer program. The computer program, when executed by a processor, implements the train door opening determination method described in this embodiment of the first aspect of the present disclosure.

When the computer program stored in the computer-readable storage medium according to this embodiment of the present disclosure is executed by the processor, the train doors are prevented from being opened at an inappropriate position to cause safety accidents.

Additional aspects and advantages of the present disclosure will be provided in the following description, some of which will become apparent from the following description or may be learned from practices of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and/or additional aspects and advantages of the present disclosure will become apparent and comprehensible in the description of the embodiments made with reference to the following accompanying drawings.

FIG. 1 is a flowchart of a train door opening determination method according to an embodiment of the present disclosure;

FIG. 2 is a flowchart of a train door opening determination method according to another embodiment of the present disclosure;

FIG. 3 is a schematic diagram of an on-board controller according to an embodiment of the present disclosure; and

FIG. 4 is a schematic diagram of a controller according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present disclosure more comprehensible, the following further describes the present disclosure in detail with reference to accompanying drawings and embodiments. It should be understood that specific embodiments described herein are merely used for explaining the present disclosure, but are not intended to limit the present disclosure.

The embodiments of the present disclosure are described in detail below. Examples of the embodiments are shown in the accompanying drawings, and same or similar elements or the elements having same or similar functions are denoted by the same or similar reference numerals throughout the description. The embodiments described below with reference to the accompanying drawings are exemplary, and are merely intended to explain the present disclosure and cannot be construed as a limitation on the present disclosure.

A train door opening determination method and an on-board controller according to the embodiments of the present disclosure are described in detail below with reference to FIG. 1 to FIG. 4 .

FIG. 1 shows a train door opening determination method according to an embodiment of the present disclosure.

In some embodiments, as shown in FIG. 1 , the train door opening determination method includes the following steps:

S101: A stop threshold is obtained.

In some embodiments, the stop threshold needs to be obtained first to determine opening of train doors.

When the train is operated to stop, the train arrives at a stop position according to a train control parameter. This stop position is referred to as a theoretical stop position. When the train arrives at a stop position that is most precise, such a stop position is referred to as a precise stop position. In most cases, the theoretical stop position at which the train stops is hardly consistent with the precise stop position at which the train stops, that is, there is a specific error between the two positions. When the error is relatively small, the train may be instructed to open the train doors without affecting the safety of the train and passengers. Therefore, the stop threshold needs to be obtained to determine whether a distance between the theoretical stop position and the precise stop position of the train allows the train to open the train doors without affecting the safety of the train and passengers.

The stop threshold is a value range. It may be considered that the train accurately stops in theory when the train stops within the stop threshold. Therefore, the stop threshold may be obtained to indicate whether the train accurately stops in theory.

S102: A cumulative ranging error is obtained.

In some embodiments, to determine the opening of the train doors, the cumulative ranging error needs to be obtained after the stop threshold is obtained.

In step S101, the stop threshold is obtained. The stop threshold may be used for indicating whether the train accurately stops in theory. Generally, there is a small deviation between an actual stop position and a theoretical stop position if the train accurately stops in theory according to the train control parameter. However, when a fault occurs, for example, a pull-in transponder is lost, there may be a relatively large deviation between the actual stop position and the theoretical stop position of the train.

When a deviation between the actual stop position and the theoretical stop position of the train is relatively large due to loss of the pull-in transponder, the cumulative ranging error may be obtained to represent such a deviation. When the cumulative ranging error is less than a preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is small, and there is no fault similar to the loss of the pull-in transponder. When the cumulative ranging error is greater than or equal to the preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is large, and there is a fault similar to the loss of the pull-in transponder.

S103: A train is instructed to open or not to open train doors according to the stop threshold and the cumulative ranging error.

In some embodiments, after the stop threshold and the cumulative ranging error are obtained, the train may be instructed to open or not to the train doors according to the stop threshold and the cumulative ranging error.

If the train accurately stops within the stop threshold and the cumulative ranging error is less than the preset value, the train may be instructed to open the train doors. If the train accurately stops within the stop threshold and the cumulative ranging error is greater than or equal to the preset value, the train is forbidden from opening the train doors. If the train accurately stops beyond the stop threshold, the train is forbidden from opening the train doors.

Therefore, in the train door opening determination method provided in the present disclosure, both a stop threshold and a cumulative ranging error are used as determination criteria, so that a relatively large deviation between an actual stop position and a theoretical stop position of the train due to loss of a pull-in transponder is avoided, and train doors are prevented from being opened at an inappropriate position to cause safety accidents.

In some embodiments, as shown in FIG. 2 , step S102, namely, the obtaining a cumulative ranging error further includes the following steps:

S201: A cumulative driving distance is obtained.

S202: The cumulative ranging error is obtained according to the cumulative driving distance.

In some embodiments, the cumulative driving distance is a driving distance between a stop position of the train and a last transponder passed by the train before the train stops. The cumulative ranging error is generated during driving of the train. A longer driving distance of the train indicates a larger cumulative ranging error.

In a normal case, the train may pull in and stop after passing a pull-in transponder. Therefore, a cumulative driving distance in a normal case is a distance between the pull-in transponder and the stop position of the train. In this case, the cumulative ranging error is relatively small due to a quite short distance between the pull-in transponder and the stop position of the train.

A position of the transponder in an electronic map is accurate, and position information stored in the transponder is obtained after the train passes the transponder, so that an accurate position at which the train passes the transponder is obtained. Since a train position is calibrated after the train passes the transponder, there is no cumulative ranging error.

Therefore, after the pull-in transponder is lost, the train position is not calibrated before the train pulls in, and consequently the cumulative driving distance is relatively long, resulting in a relatively large cumulative ranging error.

The cumulative ranging error is calculated based on the cumulative driving distance, and is generally estimated by taking 2% of the cumulative driving distance. Therefore, a longer cumulative driving distance indicates a larger cumulative ranging error.

In some embodiments, the stop threshold includes a first stop threshold, and step S103, namely, the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors includes the following steps:

when the train accurately stops within the first stop threshold and the cumulative ranging error is less than a preset value, instructing the train to automatically open the train doors;

when the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbidding the train from automatically opening the train doors; and

when the train does not accurately stop within the first stop threshold, forbidding the train from automatically opening the train doors.

In some specific embodiments, the preset value is 50 cm. The preset value is an empirical value and is usually half a width of half a train door.

In some embodiments, when the train accurately stops within the first stop threshold, it indicates that the train accurately stops at a theoretical stop position. Generally, there is a small deviation between the theoretical stop position and the actual stop position of the train. Therefore, the theoretical stop position of the train may be approximately considered as the actual stop position of the train, and the safety of the train and passengers is not affected.

The cumulative ranging error further needs to be determined to avoid a large deviation between the theoretical stop position and the actual stop position of the train due to a fault of the pull-in transponder.

When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the train is allowed to automatically open the train doors without control of a console or a dispatcher.

When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the train is forbidden from automatically opening the train doors.

When the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the train is forbidden from automatically opening the train doors.

In some embodiments, the stop threshold further includes a second stop threshold, and step S103, namely, the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors further includes the following steps: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, outputting a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbidding the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbidding the train from opening the train doors.

In some embodiments, the second stop threshold is greater than the first stop threshold, which indicates that the second stop threshold has a lower stop accuracy. Therefore, if the train accurately stops within the first stop threshold, it indicates that the train accurately stops within the second stop threshold, but if the train accurately stops within the second stop threshold, it does not necessarily indicate that the train accurately stops within the first stop threshold.

When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the door allow signal may be outputted to allow the train to open the train doors. Although the train is allowed to open the train doors, the train doors cannot be automatically opened and need to be opened under the control of the console or the dispatcher.

When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the train is forbidden from opening the train doors.

When the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the train is forbidden from opening the train doors.

Based on the above, both the first stop threshold and the second stop threshold can instruct the train to open the train doors. However, the first stop threshold is less than the second stop threshold, that is, the first stop threshold has a higher train stop accuracy. Therefore, the first stop threshold can be used for instructing the train to automatically open the train doors, but the second stop threshold cannot be used for instructing the train to automatically open the train doors. To be specific, the second stop threshold can instruct the train to output the door allow signal to allow the train doors to be opened, but the train doors need to be manually opened, for example, to be opened under an instruction of the console or the dispatcher.

In some specific embodiments, the first stop threshold ranges from plus to minus 30 cm, and the second stop threshold ranges from plus to minus 50 cm.

FIG. 3 shows an on-board controller 100 according to an embodiment of the present disclosure.

In some embodiments, as shown in FIG. 3 , the on-board controller 100 includes an obtaining module 10 and an instruction module 20. The obtaining module 10 is configured to obtain a stop threshold and a cumulative ranging error. The stop threshold includes a first stop threshold and a second stop threshold. The instruction module 20 is configured to instruct, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.

In some specific embodiments, the obtaining module 10 obtains the first stop threshold, the second stop threshold, and the cumulative ranging error. The first stop threshold and the second stop threshold are value ranges. It may be considered that the train accurately stops in theory when the train stops within the first stop threshold or the second stop threshold.

The first stop threshold is less than the second stop threshold, which indicates that the train accurately stops within the second stop threshold if the train accurately stops within the first stop threshold, that is, the first stop threshold has a higher stop accuracy than that of the second stop threshold. In a specific embodiment of the present disclosure, the first stop threshold ranges from plus to minus 30 cm, and the second stop threshold ranges from plus to minus 50 cm.

Generally, there is a small deviation between an actual stop position and a theoretical stop position if the train accurately stops in theory according to the train control parameter. However, when a fault occurs, for example, a pull-in transponder is lost, there may be a relatively large deviation between the actual stop position and the theoretical stop position of the train.

When a deviation between the actual stop position and the theoretical stop position of the train is relatively large due to loss of the pull-in transponder, the cumulative ranging error may be obtained to determine whether the train accurately stops at the actual stop position. When the cumulative ranging error is less than a preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is small, and there is no fault similar to the loss of the pull-in transponder. When the cumulative ranging error is greater than or equal to the preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is large, and there is a fault similar to the loss of the pull-in transponder.

In some embodiments, the instruction module 20 is further configured to: when the train accurately stops within the first stop threshold and the cumulative ranging error is less than a preset value, instruct the train to automatically open the train doors; when the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from automatically opening the train doors; and when the train does not accurately stop within the first stop threshold, forbid the train from automatically opening the train doors.

In some embodiments, when the train accurately stops within the first stop threshold, it indicates that the train accurately stops at a theoretical stop position. Generally, there is a small deviation between the theoretical stop position and the actual stop position of the train. Therefore, the theoretical stop position of the train may be approximately considered as the actual stop position of the train, and the safety of the train and passengers is not affected.

The cumulative ranging error further needs to be determined to avoid a large deviation between the theoretical stop position and the actual stop position of the train due to a fault of the pull-in transponder.

When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the instruction module 20 instructs the train to automatically open the train doors without control of a console or a dispatcher.

When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the instruction module 20 forbids the train from automatically opening the train doors.

When the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the instruction module 20 forbids the train from automatically opening the train doors.

In some embodiments, the instruction module 20 is further configured to: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, output a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbid the train from opening the train doors.

In some embodiments, the second stop threshold is greater than the first stop threshold, which indicates that the second stop threshold has a lower stop accuracy. Therefore, if the train accurately stops within the first stop threshold, it indicates that the train accurately stops within the second stop threshold, but if the train accurately stops within the second stop threshold, it does not necessarily indicate that the train accurately stops within the first stop threshold.

When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the instruction module 20 outputs the door allow signal to allow the train to open the train doors. Although the train is allowed to open the train doors, the train doors cannot be automatically opened and need to be opened under the control of the console or the dispatcher.

When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the instruction module 20 forbids the train from opening the train doors.

When the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the instruction module 20 forbids the train from opening the train doors.

In some embodiments, as shown in FIG. 4 , a controller 200 is provided, including a receiver 11, a memory 12, a processor 13, a transmitter 14, and a computer program stored in the memory 12 and executable on the processor 13. The processor 13, when executing the computer program, implements steps of the train door opening determination method described in the foregoing embodiments.

When the computer program stored in the controller according to this embodiment of the present disclosure is executed by the processor, the train doors are prevented from being opened at an inappropriate position to cause safety accidents.

In some embodiments, a computer-readable storage medium 300 is provided. The computer-readable storage medium 300 stores a computer program. The computer program, when executed by a processor, implements steps of the train door opening determination method described in the foregoing embodiments.

When the computer program stored in the computer-readable storage medium according to this embodiment of the present disclosure is executed by the processor, the train doors are prevented from being opened at an inappropriate position to cause safety accidents. It should be noted that, other configurations and operations of the train door opening determination method and the on-board controller provided in the embodiments of the present disclosure are known to a person of ordinary skill in the art and are not described in detail herein.

A person of ordinary skill in the art may understand that all or some of procedures of the method in the foregoing embodiments may be implemented by a computer program instructing relevant hardware. The computer program may be stored in a non-volatile computer-readable storage medium. When the computer program is executed, the procedures of the foregoing method embodiments may be implemented. Any reference to a memory, a storage, a database, or another medium used in the embodiments provided in the present disclosure may include a non-volatile and/or volatile memory. The non-volatile memory may include a read-only memory (ROM), a programmable ROM (PROM), an electrically programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, or the like. The volatile memory may include a RAM or an external cache. For the purpose of description instead of limitation, the RAM is available in a number of forms, such as a static RAM (SRAM), a dynamic RAM (DRAM), a synchronous DRAM (SDRAM), a double data rate SDRAM (DDR SDRAM), an enhanced SDRAM (ESDRAM), a synchronous link (Synchlink) DRAM (SLDRAM), a RAM bus (Rambus) direct RAM (RDRAM), a direct Rambus dynamic RAM (DRDRAM), and a Rambus dynamic RAM (RDRAM).

A person skilled in the art may clearly understand that, for the purpose of convenient and brief description, only division of the foregoing functional units or module are used as an example for description. In a practical application, the functions may be allocated to and completed by different functional units or modules according to requirements. That is, an internal structure of the apparatus is divided into different functional units or modules to complete all or some of the functions described above.

The foregoing embodiments are merely used for describing the technical solutions of the present disclosure, but are not intended to limit the present disclosure. Although the present disclosure is described in detail with reference to the foregoing embodiments, a person of ordinary skill in the art should understand that, modifications may still be made to the technical solutions in the foregoing embodiments, or equivalent replacements may be made to some or all of the technical features, and such modifications or replacements without causing the essence of corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present disclosure shall all fall within the protection scope of the present disclosure.

In the description of this specification, the description of the reference terms such as “an embodiment”, “some embodiments”, “exemplary embodiments”, “example”, “specific example”, or “some examples” means that the specific features, structures, materials or characteristics described with reference to the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, schematic descriptions of the foregoing terms do not necessarily refer to a same embodiment or example. In addition, the described specific features, structures, materials, or characteristics may be combined in a proper manner in any one or more of the embodiments or examples.

Although the embodiments of the present disclosure have been shown and described, a person of ordinary skill in the art should understand that various changes, modifications, replacements, and variations may be made to the embodiments without departing from the principles and purpose of the present disclosure, and the scope of the present disclosure is as defined by the appended claims and their equivalents. 

1. A train door opening determination method, comprising: obtaining a stop threshold; obtaining a cumulative ranging error; and instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
 2. The train door opening determination method according to claim 1, wherein the obtaining a cumulative ranging error comprises: obtaining a cumulative driving distance; and obtaining the cumulative ranging error according to the cumulative driving distance.
 3. The train door opening determination method according to claim 2, wherein the cumulative driving distance is a driving distance between a stop position of the train and a last transponder passed by the train before the train stops.
 4. The train door opening determination method according to claim 1, wherein the stop threshold comprises a first stop threshold used for instructing the train to automatically open the train doors, and the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors comprises: when the train accurately stops within the first stop threshold and the cumulative ranging error is less than a preset value, instructing the train to automatically open the train doors; when the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbidding the train from automatically opening the train doors; and when the train does not accurately stop within the first stop threshold, forbidding the train from automatically opening the train doors.
 5. The train door opening determination method according to claim 4, wherein the stop threshold further comprises a second stop threshold used for instructing the train to manually open the train doors, and the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors further comprises: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, outputting a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbidding the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbidding the train from opening the train doors.
 6. An on-board controller, comprising: an obtaining module, configured to obtain a stop threshold and a cumulative ranging error; and an instruction module, configured to instruct, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
 7. The on-board controller according to claim 6, wherein the stop threshold comprises a first stop threshold used for instructing the train to automatically open the train doors, and the instruction module is further configured to: when the train accurately stops within the first stop threshold and the cumulative ranging error is less than a preset value, instruct the train to automatically open the train doors; when the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from automatically opening the train doors; and when the train does not accurately stop within the first stop threshold, forbid the train from automatically opening the train doors.
 8. The on-board controller according to claim 7, wherein the stop threshold further comprises a second stop threshold used for instructing the train to manually open the train doors, and the instruction module is further configured to: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, output a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbid the train from opening the train doors.
 9. A controller, comprising a memory, a processor, a receiver, a transmitter, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements a train door opening determination method, the train door opening determination method, comprising: obtaining a stop threshold; obtaining a cumulative ranging error; and instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
 10. A computer-readable storage medium, storing a computer program, wherein the computer program, when executed by a processor, implements the train door opening determination method according to claim
 1. 